Automatic block-signal system.



No. 802,305. PATENTED OCT. 17, 1905. J. MOILWAIN.

AUTOMATIQ BLOCK SIGNAL FSYSTBM.

APPLICATION FILED FEB. 21., 1905.

2 SHEETS-SHEET 1.

WITNESSES: [MENTOR Q: d 0' I maumww Jzmg /zfla am w r W H? ATTORNEYS PATENTED 001". 17, 1905;

J. MQILWAIN.

AUTOMATIC BLOCK SIGNAL SYSTEM.

APPLICATION FILED FEB. 21. 1905.

WITNESSES:

ll hlllili lilll) STATES fitUTOlWATlG BLOCK-SlGNAL SYSTEM.

lilo. 802.305.

Specification of Letters Patent.

Patented Oct. 17, 1905.

Application filed February 21, 1905. Serial No. 246,647.

To It 1071 0711 it may ammo/'17..

Be it known that 1, JAMES M GlLWAIN, a citizen of the United States, and a resident of Ukawville, in the county of WVashington and State of lllinois, have invented a new and improved Automatic Block-Signal System, of which the following is a full, clear, and exact description.

My invention relates to block-signal systems. and among its objects are the following: first, to enable railway-vehicles to warn one another of their presence in such manner that the signal is repeated several times automatically and positively; second, to enable each vehicle to carry its own source of electricity and return connections, so as to insure a good contact; third. to enable the operators of the vehicles to communicate with each other by appropriate signals. such as the Morse code; fourth, to enable the station master to determine the distances of moving vehicles from his station; fifth, to enable certain wires normally dead to be thrown into action in case of a wreck, so as to establish communication; sixth, to provide certain constructional details for the purpose of improving and simplifying the service of the block-signal system; seventh, to so dispose a number of colored lights as to increase the safety factor of the system; eighth to preventthe trolleys from leaving the wires. or if possibly displaced to enable them to find their way back to the wires; ninth. to provide double trolleys. thus affording metallic returns for all of the circuits without using unreliable ground or rail return connections or circuits.

Reference is to be had to the accompanying drawings. forming a part of this specification.

in which similar characters of reference indiemployed for periodically extinguishing the Fig. 5 is a fragmentary elevation of lights.

Fig. 6 is an enlarged fragmenthe trolley.

tary section, otherwise similar to the bottom portion of Fig. 2, but showing the manner of Fig! crossing the inter-looping wires; and Fig. 7 is a perspective detail view showing one of the brackets 22 as located in the lower middle portion of Fig. 1.

Two stations and their respective wirings are shown at A B and the body of each locomotive at 7. Mounted upon the right-hand side of each locomotive 7 are two trolleys 8 9, which are energized by means of a small dynamo 11. operated by an engine 10 for the purpose. Connected with this dynamo by wires 12 is a switch 13, and in parallel with the same are incandescent lamps 14 15 and a headlight 16, connected thereto by wiringl7. The locomotive-lamps all burn continuously. The service-rails are shown at 18 19, and disposed upon each side thereof are posts 20, provided with brackets 21 22. Themain signal-wires are shown at 23 2st 26 and are arranged in pairs, the wires 23 24 being upon one side of the tracksay the south side and the wires 25 26 being upon the opposite or north side of the track. The wires 25 26are provided with bridges 25 26, supported by the brackets 22 and insulated from adjacent parts. These bridges, in effect, merely constitute loops or continuations of the wires and amount to raising the wires along at certain intervals. At each station A B and mounted immediately over the main signalwires 23, 2e, 25, and 26 are spanwires 27, 28, 29. and 30, which are always dead and merely serve as supporting members. as hereinafter described. Connected with the signal-wires 25 26 and extending obliquely upward therefrom are comparatively short conductingwires 31 32, connected with somewhat similar wires 33 3 1, and connected with these lastmentioned wires and forming continuations thereof are horizontal wires 35 36. The main signal-wires 37 38 are in all respects like those numbered 25 26, but appertain to a different block. The oblique wires 31 32 are connected by wires 39 with incandescent lamps 40. disposed at each station, these lamps being energized by the wires 25 26. Similarly. the oblique wires 13 B1 are connected by wires 41 with lamps 42, the latter being fed by the main signal-wires 37 38. The obliquely-disposed wires 13 4 1 are connected with the horizontal wires 17 18, and these are in communication with the oblique wires 45 46, as will be understoodfrom the upper right-hand corner of Fig. 4;. The arrangement of these wires can be bestundcrstood by following the respective light and heavylines shown in Fig.

LOO

ITO

4. It will be noticed that the main signalwires 26, together with the several short wires 31, 32, 33. 34,35, and 36, (which are multiplied to any desired extent. as indicated.) form virtually one pair of conductors, which are at intervals raised from'a certain normal plane, as indicated by heavy lines. It will also be noted that the main signal-Wires 37 38, which are quite similar to the Wires 25 26, are likewise connected to a series of oblique horizontal wires, as indicated by light lines in Fig. 4. The result is that each pair of main signal-wires virtually overlaps the next pair of main signal-wires. so that the constructive trolley-wires engaged by the two trolleys of the locomotive are in reality two distinct pairs of wires running along difierent blocks which are so arranged that they are alternately energized and deenergized by contact with the trolley. For instance, as shown in the upper right-hand corner of Fig. 4, if a trolley should run into station B from the right it will first energize the main signal-wires 37 38, next momentarily energize the main signal-wires 25 26, next momentarily energize the main signal-wires 37 38, &c., until it passes completely through the block, and after passing the lamp 42 at station B will energize only the main signal-wires 25 26.

The wiring at station A is similar to that at station E. The several short wires 31*, 33". 35, 43, 45, and 47 all have their respective counterparts at the station E and, indeed, at every other station upon the line. The action of the locomotive in arriving at station A is therefore similar to its action in arriving at station B.

At each station is an illuminated bulletin' board 49, provided with incandescent lamps 50, 51, 52, and 53, the lamp 50 being provided with wires 54, whereby it may be energized from the main signal-wires 23 24 extending to the right of the station E, wires being connected with the lamp 51 and energized from the main signal-wires 23 24 extending to the left of the station B. Similarly, the lamps 52 53 are provided, respectively, with wires 56 57. the wires 56 being energized by the main signal-wires 25 26 extending to the left of the station E and the wires 57 being energized by the main signal-wires 37 38 extending to the right of the station B. The handswitches 58, 59, 60, and 61 are for the purpose of opening the circuits of the respective pairs of main signal-wires, the switches 58 59 relating to the south side, as indicated by the bottom of the drawings, and the switches 60 61 relating to the north side of the track. Ordinarilythese switches are not brought into use very often. They should be kept closed, except when used, for instance, in case of a wreck occurring some little distance away.

At intervals along the track and disposed upon opposite sides thereof are incandescent lamps 62, these lamps being similar to each other. They are connected in multiple by means of wires 63 with the respective pairs of main signal'wires. Disposed adjacent to the lamp 62 upon the north side of the track (represented by the upper part of the drawings) are dead wires 64 65, over which the live portions 25 26 are looped, as above explained, the idea being that the loops 25* 26 constitute continuations of the main signalwires, the dead wires 64 65 being intended to merely interrupt the circuit through the main signal-wires when engaged by the trolleys. The south side of the track (represented by the bottom of Fig. 1) is substantially similar to the north side. The dead wires 65 upon the south side of the track correspond with the dead wires 64 upon the north side of the track. The bridges 66 and 67 correspond with the bridges or loops 25 and 26 and are similarly supported upon insulators 22 (See Fig. 7.) Disposed at intervals along the track are hand-switches 68 69, mounted, preferably, upon the posts 20 and connected by wires 68 69 with the main signal-wires upon the opposite side of the track. The purpose of these switches 68 69 is to enable the train operatives in case of a wreck to close communication between the main signal-wires upon one side of the track and the main signal-wires upon the opposite side of the track, so that a train leavingfrom either direction will simultaneously energize or deenergize both pairs of main signal-wires, appropriate warnings being thus afforded. The dead wires 70 71 upon the south side of the track are similar to the dead wires 64 65 upon the north side of the track. Similarly, the oblique wires 72, 73, 74, and 75 upon the south side of the track correspond with the oblique wires 32, 33, and 34 upon the north side of the track, and the horizontal portions 76 77 upon the south side of the track correspond with the horizontal portions 35 36 upon the north side of the track. It will be understood, therefore, that the wires 23 24 upon the south side of the track are always in communication with the portions 72, 73, 74, 75, 76, and 77 upon the south side of the track. The main. signal-wires 23 24 appertaining to another block, as above explained, are similarly in communication with the oblique wires 78, 79, 80, and 81 upon the south side of the track, these portions of wiring corresponding with the portions 43, 44, 45, and 46 upon the north side. The oblique portions 80 81 of wiring upon the south side of the track are similarly in communication with the horizontal portions 82 83.

The block to the left of station A is provided with main signal-wires 84 85 and their accompanying parts, which are in all respects similar to the wires 25 26 and the parts accompanying the same.

Each-trolley 8 is provided with a double cone spiral wheel 8 of the shape indicated in 802,305 la-y Fig. 5 and is therefore guided back automatically upon the trolley-wire should it happen to leave the same. The probabilities of thus leaving the wire are also greatly lessened.

As indicated in Fig. 6, theinterloopingterminals ot the main signal-wires are insulated from each other. Iron clamping-plates 22 are held together by means of bolts 22" and provided with sleeves 22 22, of insulating material. crossing each other, and through these sleeves, respectively, is threaded the ob lique portion or section 81 of wire rendered horizontal at 35 and the oblique section 45 rendered horizontal at 47, as will be understood from Figs. 2 and 6.

The operation 01 my device is as follows: The main signal-wires upon one side of the tracksay the south side (represented by the bottom of the drawings in Figs. 1 and i) are used for trains going in a particular direction-----say east, as indicated by dotted lines at the left of Fig. l-whereas the opposite side of the track-say the north side (represented by the upper portion of Fig. 1)-is used by trains traveling in the opposite direction. Normally a train traveling eastward, as shown in Fig. 1, will not energize any of the wiring or lamps upon the north side of the track. If, now, the switches 68 69 are closed, as above described, the wires and lamps upon the opposite side of the track will be energized. Suppose, now, that the train traveling eastward enters the portion of the track shown in Fig. 1. The trolleys 8 9 are in engagement with the main signal-wires 23 24, the circuit normally completed being as follows: dynamo 11, switch 13, (normally closed,) directly to the trolley 8, main signal-wire 23, thence in series through the several bridges (57. oblique wires72 73, horizontal wires 76 to station B ahead, and similarly to the station (not shown) to the rear of the train, the current proceeding in multiple from all along the portion of the circuit just described through the several incandescent lamps along the track to the main signal-wire 24, and thence back to trolley 9 and dynamo 11. It will be noted that at station B the incandescent lamp 51, being connected in multiple by wires 55 with the main signal-wires 23 24, is lighted, provided the switch 59 is closed. it will also be seen that the lamp 5() is not similarly lighted, for the reason that the horizontal portions 82 83 are not in electrical coinmunieation with the main signal-Wires 23 24, but instead are in communication with the main signal-wires 23 245. it follows, therefore, that a train approaching the station B from the left, as indicated in Fig. 1, lights up the lamp 51, but that the same train in entering and leaving the station and still moving to the right lights up the lamp 50, but has no effect upon the lamp 51. This enables the agent at station B to ascertain by merely watching the lamps 51 50 whether or not a train is within the block of his station and, if so, whether or not it has reached and passed the station travelii'ig eastward. As the connections upon the north side of the track are substantial duplicates of those upon the south side 01 the track, it normally follows that a train approaching the station B from the east must first light up the lamp 52 and then upon passing the station light up the lamp 53. Owing to the existence of the dead wires 64:, 65, 70, and 71 upon each side of the station B and upon opposite sides of the track, it follows that any train moving in any direction is at intervals cut oil from electrical communication not only with the station, but with every lamp upon the entire block aflected. The result is that as the train moves along all lights all'ected are momentarily extinguished, and the station agentat the station B by watching his bulletin-board and seeing the number of times a. particular light is extinguished, can

. determine the number of dead wires passed by the train, and consequently can determine the distance of the train from the station. For instance, it the dead wires are located a mile apart and the proper lamp has been extinguished four times the agent knows that the train in moving from his station has gone i'ou r miles or it moving toward his station has moved four miles after entering the block. It will also be noted that when a train enters the station the current alternately flashes forward and backward very rapidly several times, depending upon the number of horizontal wire-sections at the station. The result is that the itg'tl'lil at the station ahead and also the agent at the station in the rear of the train are apprised of the presence of the train in the block. By this means a train automatically makes known its presence to the agent one block in advance and one block to the rear of the station beingpassed by the train. The station agent receives quite a number of warnings of the movements of the trains within one block of his station. His first warning is a sudden lighting and de-lighting of one of the lamps upon the bulletin-board. His next warning is a periodical extinguishment oi the light in that lamp as the train approaches. Upon the train entering his station two lights liash violei'itly, and this continues until the train passes, after which he notices the periodical lighting and de-lighting of a single lamp, and finally when the train reaches a second block he is apprised of its arrival there by another violent flashing of a lamp. These signals arcobservable all along the road whenever any one of the lights is visible. Each engineer looking ahead normally sees no light except those made by the circuit from his own locomotive. ll", however, he sees lights appear upon the opposite side of the track, he knows he is on a dangerous part of the track, for the reason that there is another train Lil 7 connected With said circuit to be energized and within one block of his train. He accordingly stops and takes precautional measures to prevent a wreck. If desired, he can manipulate the switch 13 in the same manner as a Morse key, so as to telegraph or otherwise signal the engineer on the other train, and the latter being similarly equipped may answer the signals. The Morse code may of course be used, if desired, in which event the engineers can communicate verbal messages to each other. The switches 68 69 may also be manipulated in this manner, so as to convey messages by the Morse code.

By the system above described it is almost impossible for engineers to be unaware of the presence of other trains, and consequently there is no excuse for a Wreck to take place. The lights upon the north side of the track are of a different color from those upon the south side of the track, and the lights in the signaling station are colored accordingly. Even if an engineer should be color-blind he can at least see by looking ahead along the track that there are lights upon both sides of the track, which of course indicates something wrong. Should he recklessly disregard the signals altogether, he is warned by the station agent, whose business it is to watch the signals and keep track of the trains.

Having thus described my invention. 1 claim as new and desire to secure by Letters Patent 1. In a block-signal system, the combination of signalwires disposed upon opposite sides of a railway track and adapted to be energized independently, alarm members connected with said signal-wires and adapted to be energized thereby, and electric switches for establishing communication between the wires upon one side of the track with the Wires upon the opposite side thereof.

2. In av block-signal system, the combination of separate circuits to be energized respectively by trains moving in opposite directions, alarm mechanisms connected with said circuits and energized thereby, and means controllable at will for opening and closing communication between said circuits.

3. In a block signal system, the combination of a bulletin-board provided with lamps, and separate circuits for energizing said lamps independently, said circuits extending to difi ferent distances along the track and adapted to be energized by movements of a train according to the distance of said train from said bulletin-board.

4. ]n a block-signal system, the combination of a circuit, means for energizing the same by a movable vehicle, a hand-switch located upon said movable vehicle, another hand-switch located at a stationary point adjacent to the track, and alarm mechanisms deenergized by movements of said switches.

5. In a block-signal system, the combma- I tion of a circuit extendlng along a railway 1 track, trolley mechanism mounted upon a movable vehicle and normally energizing said circuit, alarm mechanism to be energized by said circuit, and a plurality of dead wires disposed at comparatively short intervals from each other along said circuits for the purpose of periodically deenergizing said alarms.

6. In a block-signal system, the combination of a circuit, alarm mechanism to be energized thereby, said circuit including a wire which is bent out of a particular course so as to form a bridge over a gap, a dead wire interposed within said gap, and a trolley carried bya movable vehicle and adapted to engage said circuit and said dead wire.

7. In a block-signal system, the combination of an alarm to be energized, a main signal-wire connected with said alarm and extending along a track, said main signal-wire being provided with horizontal portions and with oblique portions, another main signalwire provided likewise with horizontalportions and with oblique portions, the horizontal portions of one of said main signalwires being disposed alternately within said horizontal portions of the other main signalwire, and trolley mechanism for engaging said main signal-wires and said horizontal portions for the purpose of alternately energizing said main signal-wires.

8. In a block-signal system, the combination of main signal-wires arranged in pairs extending from one block to another, said signal-wires overlapping each other a short distance and provided respectively with portions adapted to be engaged by a trolley so as to alternately energize the one pair of signal-wires and the other pair of signalwires.

9. In a block-signal system, the combination of a pair of main signal-wires extending to a station and provided with a number of separate horizontal portions spaced apart and in electrical communication with each other, another pair of main signal-wires extending beyond said station and likewise provided with horizontal portions spaced apart and separated by loops, said horizontal portions of one pair of said main signalwires being disposed alternately in relation to said horizontal portions of the other pair of said main signal-wires, and trolley mechanism mounted upon a movable vehicle for engaging said main signal-wires and said horizontal portions thereof so as to alternately energize and deenergize each of said respective pairs of said main signal-wires.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

J AMES MOILWAIN.

IVitnesses:

W. H. J. AHRING, WM. H. KUGLER. 

